Railroad-switch



-J.F.-E. FELTNER. RAILROAD SWITCH.

, Patented Feb. 16,1897.

(No Model) I I I j SSheets-Sheet 2. Q

J- E- FELTNER.

RAILROAD SWITCH. I

No. 577,242. Patented Feb. 16 1897.

(No Model.)

' 3 Sheets-Sheet 3. J. P. E. FELTNER. RAILROAD SWITCH.

Patented Feb. 16,1897,

Nrrn STATES Fries.

JOHN FRANZ ELOF FELTNER, OF LEADVILLE, COLORADO.

RAILROAD-SWITCH.

SPECIFICATION forming part of Letters Patent No. 577,242, dated February16, 1897'. Application filed August 24, 1896. Serial No. 603,747- (ll'omodel.)

To all wh-ont t't nutg concern."

Be it known that I, JOHN FRANZ ELOF FELT- NER, a citizen of the UnitedStates, residing at Leadville, in the county of Lake and State ofColorado, have invented a new and useful Railroad-Switch, of which thefollowing is a specification.

This invention relates to railroad-switches, and has for its object toprevent a train running into an open switch and becoming derailed, andalso to enable a train to enter upon the main track when approaching thesame from a siding or branch.

For a full understanding of the merits and advantages of the inventionreference is to be had to the accompanyin drawings and the followingdescription.

The improvement is susceptible of various changes in the form,proportion, and the minor details of construction without departing fromthe principle or sacrificing any of the advantages thereof, and to afull disclosure of the invention an adaptation thereof is shown in theaccompanying drawings, in which- Figure 1 is a plan View of a switch,showing the branch or siding curving to the left and closed to the mainline. Fig. 2 is a view similar to Fig. 1, showing the branch or sidingcurving to the right and closed. Fig. 3 is a turnout-section. Fig. 4 isa detail view of a switch-tongue section. Fig. 5 is a detail View of aswitch-point section. Figs. 6, 7, and 8 are mates corresponding to therespective sections shown in Figs. 3, 4, and 5. Fig. 9 is a transversesection on the line X X of Fig. 1. Fig. 10 is a section on the line Y Yof Fig. 1. Fig. 11 is an enlarged plan view of the switch-tonguesection. Fig. 12 is a I plan view of the mate for the switch-tonguesiding or branch by the numeral 2.

section.

Corresponding and like parts are referred to in the followingdescription and indicated in the several views of the accompanyingdrawings by the same reference-characters.

The rails of the main track or stem are indicatedby the numeral 1 andthe rails of the The switch proper comprises a switch-tongue section 3and its mate 4, a turnout-section 5 and its mate 6, and a switch-pointsection 7 and its mate 8.

The switch point section 7 comprises a length of rail 9, forming aportion of the siding and merging into the rail of the main track, and abeveled point 10, forming a portion of the main track, a guard-rail 11being located opposite the beveled point 10 to give proper direction tothe flange of the wheel when the truck is entering upon the switchpointsection. The mate 8 of the switchpoint section is of correspondingconstruction and comprises a guard-rail12, a beveled point 13, and alength of rail 14, forminga part of the main track. The extremities ofthe beveled points 10 and 13 are not in trans- Verse alinement, theterminal of the point 10 being at a greater distance from theswitchtongue section than the terminal of the point 13, which is ofvital importance to the successful operation of the switch.

The switch-tongue section 3 comprises a length of rail 15, forming apart of the branch or siding, a movable tongue 16, a beveled point 17,and a guard-rail 18, the point 17 being interposed in the length of themain track and having its beveled side corresponding with the beveledside of the tongue 16. The mate 4 of the switch-tongue section 3 iscomposed of a rail 19, a point 20, and a tongue 21, the latter beingmovable and connected -with the tongue 16 by tie-bars 22, the latteroperating freely through openings in the guard-rail 18. One of thetie-bars is 6X tended and has connection with a switch-lever 23 at oneside of the road-bed to be operated in the usual way for throwing theswitch so as to open and close it as required.

The switch-tongues 16 and 21 operate in unison by reason of theinterposed connections 22. Hence when the lever 23 is moved so as tothrow the tongue 16 against the rail 15the tongue 21 will be moved awayfrom the point 20, thereby permitting the flanges of the wheels to passthrough the throats formed between the tongues 16 and 21 and thecorresponding points 17 and 20.

The turnout-section 5 is formed of a rail 24,

oppositely-disposed beveled points 25 and 26, and a guard-rail 27, andthe mate 6 of the turnout-section is of corresponding formation andcomprises a guard-rail 28, oppositely-disposed beveled points 29 and 30,and a rail 31.

By operating the switch-lever 23 the train may be caused to pass fromthe main track onto the siding or by the latter, as required.

The several rails forming the respective sections are spaced apart byinterposed filling-pieces 32 of proper shape, the rails andfilling-pieces being secured together by bolts 33 or in any convenientway.

Both of the views Figs. 1 and 2 show the siding closed with respect tothe main line, so that a train approaching the switch from the rightwill pass from the main line onto the siding, and likewise a trainapproaching the switch from the branch will pass onto the main line. Thepoints and 13 are stationary, and, the point 10 being longer than thepoint 13 and spaced from the rail 9, the wheelflanges will enter betweenthe point 10 and the rail 9 on one side and cause the wheelflanges onthe other side to pass between the point 13 and the guard-rail 12. Hencethe train approaching from the right will travel upon the rail 9 andpoint 13, and, the tongues 16 and 21 occupying the position shown inFigs. 1 and 2, the train will pass by the switch onto the branch orsiding. If it be required to direct the train onto the main track afterleaving the switch, the tongues 16 and 21 are moved away from thecorresponding points 17 and 20, thereby causing the wheel-flanges topass between the parts 16 and 17 and 20 and 21, as will be readilyunderstood.

Having thus described the invention, what is claimed as new is 1. In arailroad-switch, the combination of a turnout-section, and its mate,both being of similar construction and comprising a rail, a

guard, and intermediate oppositely-disposed beveled points,substantially as shown and described.

2. In a railroad-switch, the combination of a switch-point section, aturnout-section, and an intermediate switch-tongue section, the lattercomprising a beveled point and a movable switch-tongue, substantially asand for the purpose set forth.

3. In a railroad-switch, the combination of a switch-tongue sectioncomprising a rail, a guard, a beveled point, and amovable tongue, and amate comprising a rail, a beveled point, and a movable tongue, thelatter being connected with the movable tongue first mentioned,substantially as set forth.

4. The herein shown and described railroadswitch, comprising aswitch-point section and its mate, each having a rail, a guard, and anintermediate beveled point, a turnout-section and its mate, each formedof a rail, a guard, and intermediate oppositely-disposed beveled points,a switch-tongue section having a rail, a guard, a point, and a movabletongue, a mate for the switch'tongue section comprising a rail, abeveled point, and a movable tongue, tie bars connecting the movabletongues of the switclrtongue section and its mate, and anoperating-lever for throwing the switch, substantially in the manner setforth.

In testimony that I claim the foregoing as my own I have hereto aifixedmy signature in the presence of two witnesses.

JOHN FRANZ ELOF FELTNER.

Witnesses:

CHARLES G. EICK, Gus. A. NELSON.

